Power transmitting apparatus for vehicle

ABSTRACT

A power transmitting apparatus for a vehicle includes: an electric supplementary drive unit; a torque converting device including a planetary gear set having a first rotation element connected to the electric supplementary drive unit, a second rotation element connected to an engine, and a third rotation element operated as an output element; an input device including a first input shaft connected to the third rotation element through one clutch and provided with an input gear thereon, and a second input shaft coaxial with the first input shaft without rotational interference, connected to the second rotation element through the other clutch, and provided with an input gear thereon; a direct coupling device selectively connecting two rotation elements among the first, second, and third rotation elements of the torque converting device so as to cause the torque converting device to become a direct-coupling state; and a speed output device.

CROSS-REFERENCE TO RELATED APPLICATION

The present application claims priority of Korean Patent ApplicationNumbers 10-2012-0065142 and 10-2013-0052734 filed Jun. 18, 2012 and May9, 2013, respectively, the entire contents of which application isincorporated herein for all purposes by this reference.

BACKGROUND OF INVENTION

1. Field of Invention

The present invention relates to a power transmitting apparatus for avehicle that may achieve smooth starting and shifting and may improvefuel economy and acceleration performance as a consequence of adding anelectric supplementary drive unit and a torque converting device to adouble clutch power transmitting apparatus.

2. Description of Related Art

Environmentally-friendly technique of vehicles is very importanttechnique on which survival of future motor industry is dependent.Vehicle makers are focusing on development of environmentally-friendlyvehicles so as to meet environment and fuel consumption regulations.

Some examples of future vehicle technique are an electric vehicle (EV)and a hybrid electric vehicle (HEV) that use electrical energy, anddouble clutch transmission (DCT) that improves efficiency andconvenience.

In addition, the vehicle makers promote improvement of efficiency in apower delivery system so as to meet exhaust regulation of countries andimprove fuel consumption performance. In order to improve efficiency ofthe power delivery system, the vehicle makers are trying to put an idlestop and go (ISG) system and a regenerative braking system to practicaluse.

The ISG system stops an engine when a vehicle stops and restarts theengine when the vehicle begins to run. The regenerative braking systemoperates a generator using kinetic energy of the vehicle instead ofbraking the vehicle by friction when the vehicle brakes, storeselectrical energy generated at this time in a battery, and reuses theelectrical energy when the vehicle runs.

In addition, the hybrid electric vehicle is a vehicle using more thantwo power sources, and more than two power sources are combined invarious ways. Typically, the hybrid electric vehicle uses a gasolineengine or a diesel engine driven by fossil fuel and a motor/generatordriven by electrical energy.

In addition, one example of a transmission applied to the hybridelectric vehicle is the DCT. According to the DCT, two clutches areapplied to a manual transmission layout. Therefore, efficiency andconvenience may be improved.

That is, the DCT achieves odd-numbered-speeds and even-numbered-speedsalternately by using two clutches. A mechanism achieving theodd-numbered-speeds and the even-numbered-speeds alternately improvesshift feel so as to solve problems of a conventional manual transmission(MT) and an automated manual transmission (AMT).

However, the DCT has such problems that clutch damage and energy lossdue to clutch slip may occur when starting, safety may not be securedsince backward rolling due to clutch slip occurs excessively inhill-start, shift shock may be strong compared with an automatictransmission since shift time is controlled to be short due to thermalcapacity of a clutch.

The information disclosed in this Background section is only forenhancement of understanding of the general background of the inventionand should not be taken as an acknowledgement or any form of suggestionthat this information forms the prior art already known to a personskilled in the art.

BRIEF SUMMARY

Various aspects of the present invention provide for a powertransmitting apparatus for vehicle having advantages of realizing smoothstarting and shifting by adding an electric supplementary drive unit anda torque converting device to a double clutch power transmittingapparatus, improving fuel economy by enabling of regenerative braking,and improving acceleration performance by using torque of amotor/generator when acceleration.

A power transmitting apparatus for a vehicle according to one aspect ofthe present invention may include: an electric supplementary drive unitoperated as a motor or a generator; a torque converting device includinga planetary gear set having first, second, and third rotation elements,wherein the first rotation element is connected to the electricsupplementary drive unit, the second rotation element is connected to anengine, and the third rotation element is operated as an output element;an input device including a first input shaft selectively connected tothe third rotation element through one clutch and provided with at leastone input gear fixedly disposed thereon, and a second input shaftcoaxially disposed with the first input shaft without rotationalinterference with the first input shaft, selectively connected to thesecond rotation element through the other clutch, and provided with atleast one input gear fixedly disposed thereon; a direct coupling deviceselectively connecting two rotation elements among the first, second,and third rotation elements of the torque converting device so as tocause the torque converting device to become a direct-coupling state;and a speed output device converting torque of the input device andoutputting the converted torque.

The speed output device may include first and second output shaftsdisposed in parallel with the first and second input shafts, and aplurality of speed gears engaged with the input gears on the first andsecond input shafts and operably connected to the first output shaft orthe second output shaft selectively through synchronizing modulesdisposed on the first and second output shafts.

The first input shaft may be a hollow shaft and the second input shaftmay penetrate the first input shaft coaxially.

The electric supplementary drive unit may include: a rotor connected tothe first rotation element of the torque converting device; and a statorenclosing the rotor and fixed to a transmission housing.

The torque converting device may be a single pinion planetary gear set,wherein the first rotation element is a sun gear, the second rotationelement is a ring gear, and the third rotation element is a planetcarrier.

The one clutch may be disposed between the planet carrier and the firstinput shaft, and the other clutch may be disposed between the ring gearand the second input shaft.

The direct coupling device may be a third clutch disposed between thefirst rotation element and the second rotation element.

The direct coupling device may be a third clutch disposed between thefirst rotation element and the third rotation element.

The direct coupling device may be a third clutch disposed between thesecond rotation element and the third rotation element.

The torque converting device may be a single pinion planetary gear set,wherein the first rotation element is a ring gear, the second rotationelement is a sun gear, and the third rotation element is a planetcarrier.

The one clutch may be disposed between the planet carrier and the firstinput shaft, and the other clutch may be disposed between the sun gearand the second input shaft.

The direct coupling device may be a third clutch disposed between thefirst rotation element and the second rotation element.

The direct coupling device may be a third clutch disposed between thefirst rotation element and the third rotation element.

The direct coupling device may be a third clutch disposed between thesecond rotation element and the third rotation element.

The torque converting device may be a double pinion planetary gear set,wherein the first rotation element is a sun gear, the second rotationelement is a planet carrier, and the third rotation element is a ringcarrier.

The one clutch may be disposed between the ring gear and the first inputshaft, and the other clutch may be disposed between the planet carrierand the second input shaft.

The direct coupling device may be a third clutch disposed between thefirst rotation element and the second rotation element.

The direct coupling device may be a third clutch disposed between thefirst rotation element and the third rotation element.

The direct coupling device may be a third clutch disposed between thesecond rotation element and the third rotation element.

The torque converting device may be a double pinion planetary gear set,wherein the first rotation element is a planet carrier, the secondrotation element is a sun gear, and the third rotation element is a ringgear.

The one clutch may be disposed between the ring gear and the first inputshaft, and the other clutch may be disposed between the sun gear and thesecond input shaft.

The direct coupling device may be a third clutch disposed between thefirst rotation element and the second rotation element.

The direct coupling device may be a third clutch disposed between thefirst rotation element and the third rotation element.

The direct coupling device may be a third clutch disposed between thesecond rotation element and the third rotation element.

The at least one input gear fixedly disposed on the first input shaftmay include a first input gear operated at a second forward speed or areverse speed and a second input gear operated at a fourth forward speedor a sixth forward speed, wherein the first and second input gears aredisposed in a named sequence from a front side to a rear side of thefirst input shaft.

The at least one input gear fixedly disposed on the second input shaftmay include a third input gear operated at a fifth forward speed, afourth input gear operated at a first forward speed, a fifth input gearoperated at a seventh forward speed, and a sixth input gear operated ata third forward speed, wherein the third, fourth, fifth, and sixth inputgears are disposed in a named sequence from a front side to a rear sideof the second input shaft.

The speed output device may include: a first speed output unit includinga first output shaft disposed in parallel with the first and secondinput shafts, and first and second synchronizing modules disposed on thefirst output shaft, the first speed output unit selectively connectingfour speed gears to the first output shaft by selective operation of thefirst and second synchronizing modules and outputting the torque as fourspeeds; a second speed output unit including a second output shaftdisposed in parallel with the first and second input shafts, and thirdand fourth synchronizing modules disposed on the second output shaft,the second speed output unit selectively connecting another four speedgears to the second output shaft by selective operation of the third andfourth synchronizing modules and outputting the torque as another fourspeeds; and a reverse speed output unit including a reverse speed shaftand an idle gear disposed on the reverse speed shaft and engaged withany one input gear among the input gears on the second input shaft andany one speed gear among the speed gears on the second output shaft.

The first synchronizer module may selectively connect the second speedgear engaged with the first input gear or the sixth speed gear engagedwith the second input gear to the first shaft, the second synchronizermodule may selectively connect the first speed gear engaged with thefourth input gear or the third speed gear engaged with the sixth inputgear to the first shaft, the third synchronizer module may selectivelyconnect the reverse speed gear engaged with the first input gear or thefourth speed gear engaged with the second input gear to the secondshaft, and the fourth synchronizer module may selectively connect thefifth speed gear engaged with the third input gear or the seventh speedgear engaged with the fifth input gear to the second shaft.

The power transmitting apparatus of claim 2, wherein the idle gearincludes a large diameter gear engaged with the first input gear and asmall diameter gear engaged with the reverse speed gear.

The methods and apparatuses of the present invention have other featuresand advantages which will be apparent from or are set forth in moredetail in the accompanying drawings, which are incorporated herein, andthe following Detailed Description, which together serve to explaincertain principles of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram of an exemplary power transmittingapparatus for a vehicle according to the present invention.

FIG. 2 is an operational chart of the power transmitting apparatus ofFIG. 1.

FIG. 3 is a schematic diagram of an exemplary power transmittingapparatus for a vehicle according to the present invention.

FIG. 4 is a schematic diagram of the power transmitting apparatus ofFIG. 3.

FIG. 5 is a schematic diagram of an exemplary power transmittingapparatus for a vehicle according to the present invention.

FIG. 6 is an operational chart of the power transmitting apparatus ofFIG. 5.

FIG. 7 is a schematic diagram of an exemplary power transmittingapparatus for a vehicle according to the present invention.

FIG. 8 is a schematic diagram of an exemplary power transmittingapparatus for a vehicle according to the present invention.

FIG. 9 is a schematic diagram of an exemplary power transmittingapparatus for a vehicle according to the present invention.

FIG. 10 is a schematic diagram of an exemplary power transmittingapparatus for a vehicle according to the present invention.

FIG. 11 is a schematic diagram of an exemplary power transmittingapparatus for a vehicle according to the present invention.

FIG. 12 is a schematic diagram of an exemplary power transmittingapparatus for a vehicle according to the present invention.

FIG. 13 is a schematic diagram of an exemplary power transmittingapparatus for a vehicle according to the present invention.

FIG. 14 is a schematic diagram of an exemplary power transmittingapparatus for a vehicle according to the present invention.

DETAILED DESCRIPTION

Reference will now be made in detail to various embodiments of thepresent invention(s), examples of which are illustrated in theaccompanying drawings and described below. While the invention(s) willbe described in conjunction with exemplary embodiments, it will beunderstood that present description is not intended to limit theinvention(s) to those exemplary embodiments. On the contrary, theinvention(s) is/are intended to cover not only the exemplaryembodiments, but also various alternatives, modifications, equivalentsand other embodiments, which may be included within the spirit and scopeof the invention as defined by the appended claims.

Description of components that are not necessary for explaining thevarious embodiments will be omitted, and the same constituent elementsare denoted by the same reference numerals in this specification.

In the detailed description, ordinal numbers are used for distinguishingconstituent elements having the same terms, and have no specificmeanings.

FIG. 1 is a schematic diagram of a power transmitting apparatus for avehicle according to various embodiments of the present invention.

Referring to FIG. 1, a power transmitting apparatus according to variousembodiments of the present invention includes an electric supplementarydrive unit 2, a torque converting device PG, an input device 8 and 10, avariable connecting device CL1 and CL2, a direct coupling device CL3, aspeed output device OUT1, OUT2 and REOUT.

The electric supplementary drive unit includes a motor/generator 2 usedin a conventional electric vehicle, and the motor/generator 2 includes arotor 4 and a stator 6 so as to function as a motor and a generatorsimultaneously.

The rotor 4 is connected to any one rotation element of the torqueconverting device, and the stator 6 is fixed to a transmission housingH.

The torque converting device includes a planetary gear set PG. Invarious embodiments of the present invention, a single pinion planetarygear set having three rotation elements is used as the torque convertingdevice.

The three rotation element are a first rotation element N1 consisting ofa sun gear S, a second rotation element N2 consisting of a ring gear R,and a third rotation element N3 consisting of a planet carrier PC.

The first rotation element N1 is connected to the rotor 4 so as toreceive torque of the rotor 4 or transmit torque to the rotor 4.

The second rotation element N2 is directly connected to an output shaftOS of an engine ENG that is power source so as to be operated as aninput element.

The third rotation element N3 is operated as an output elementtransmitting torque to the speed output device.

The input device includes a first input shaft 8 and a second input shaft10.

The first input shaft 8 is a hollow shaft, and a front end portion ofthe input shaft 8 is selectively connected to the third rotation elementN3 of the torque converting device. The second input shaft 10 isinserted in the first input shaft 8 without rotational interference withthe first input shaft 8. A front end portion of the second input shaft10 is selectively connected to the second rotation element N2 of thetorque converting device.

First and second input gears G1 and G2 are disposed on the first inputshaft 8 with a predetermined distance.

Third, fourth, fifth, and sixth input gears G3, G4, G5, and G6 aredisposed on the second input shaft 10 with predetermined distances. Thethird, fourth, fifth, and sixth input gears G3, G4, G5, and G6 aredisposed at a rear portion of the second input shaft 10 penetratingthrough the first input shaft 8, and are disposed in a sequence of thethird, fourth, fifth, and sixth input gears G3, G4, G5, and G6 from afront side to a rear side of the second input shaft 10.

The first, the second, third, fourth, fifth, sixth, and seventh inputgears G1, G2, G3, G4, G5, G6, and G7 input gears operating at eachspeed. That is, the first input gear G1 is operated at a second forwardspeed and a reverse speed, the second input gear G2 is operated at afourth forward speed and a sixth forward speed, the third input gear G3is operated at a fifth forward speed, the fourth input gear G4 isoperated at a first forward speed, the fifth input gear G5 is operatedat a seventh forward speed, and the sixth input gear G6 is operated at athird forward speed.

In addition, the input gears for even-numbered-speeds and a reversespeed are disposed on the first input shaft 8, and the input gears forodd-numbered-speeds are disposed on the second input shaft 10.

The variable connecting device includes a first clutch CL1 and a secondclutch CL2.

The first clutch CL1 is disposed between the second input shaft 10 andthe second rotation element N2 and selectively transmits the torque ofthe torque converting device to the second input shaft 10.

The second clutch CL2 is disposed between the first input shaft 8 andthe third rotation element N3 and selectively transmits the torque ofthe torque converting device to the first input shaft 8.

The direct coupling device consists of a third clutch CL3 andselectively connects the output shaft OS of the engine ENG to the firstrotation element N1.

That is, the third clutch CL3 that is the direct coupling deviceselectively connects the first rotation element N1 of the torqueconverting device with the second rotation element N2. Therefore, if thethird clutch CL3 is operated, the first and second rotation elements N1and N2 rotate integrally and the planetary gear set PG becomes adirect-coupling state.

The first, second, and third clutches CL1, CL2, and CL3 may beconventional multi-plate clutches of wet type and are controlled by ahydraulic control system. In addition, the first, second, and thirdclutches CL1, CL2, and CL3 may be multi-plate clutches of dry type.

The speed output device is adapted to receive torque from each inputgear, convert the torque, and output the converted torque. The speedoutput device includes first and second speed output units OUT1 and OUT2and a reverse speed output unit REOUT disposed apart from bypredetermined distances and in parallel with the first and second inputshafts 8 and 10.

The first speed output unit OUT1 includes a first output shaft 12disposed apart from and in parallel with the first and second inputshafts 8 and 10, first, second, third, and sixth speed gears D1, D2, D3,D6, a first synchronizer module SL1 disposed on the first output shaft12 and selectively connecting the second speed gear D2 or the sixthspeed gear D6 to the first output shaft 12, and a second synchronizermodule SL2 disposed on the first output shaft 12 and selectivelyconnecting the first speed gear D1 or the third speed gear D3 to thefirst output shaft 12.

The second speed gear D2 is engaged with the first input gear G1 and thesixth speed gear D6 is engaged with the second input gear G2.

The first speed gear D1 is engaged with the fourth input gear G4 and thethird speed gear D3 is engaged with the sixth input gear G6.

In addition, the torque converted by the first speed output unit OUT1 istransmitted to a conventional differential device through a first outputgear mounted at a front end portion or a rear end portion of the firstoutput shaft 12.

The second speed output unit OUT2 includes a second output shaft 14disposed apart from and in parallel with the first and second inputshafts 8 and 10, a reverse speed gear RG and fourth, fifth, and seventhspeed gears D4, D5, and D7, a third synchronizer module SL3 disposed onthe second output shaft 14 and selectively connecting the reverse speedgear RG or the fourth speed gear D4 to the second output shaft 14, and afourth synchronizer module SL4 disposed on the second output shaft 14and selectively connecting the fifth speed gear D5 or the seventh speedgear D7 to the second output shaft 14.

The reverse speed gear RG is engaged with an idle gear ID of the reversespeed output unit REOUT, and the fourth speed gear D4 is engaged withthe second input gear G2.

The fifth speed gear D5 is engaged with the third input gear G3, and theseventh speed gear D7 is engaged with the fifth input gear G5.

In addition, the torque converted by the second speed output unit OUT2is transmitted to the conventional differential device through a secondoutput gear mounted at a front end portion or a rear end portion of thesecond output shaft 14.

The reverse speed output unit includes a reverse speed shaft 16 and theidle gear ID. The idle gear ID includes a large diameter gear 18 and asmall diameter gear 20 disposed on the reverse speed shaft 16.

The reverse speed shaft 16 is disposed in parallel with the first andsecond output shafts 12 and 14, the large diameter gear 18 is engagedwith the first input gear G1, and the small diameter gear 20 is engagedwith the reverse speed gear RG.

Therefore, if a shift to the reverse speed is performed, the torque ofthe first input gear G1 is transmitted to the reverse speed gear RGthrough the idle gear ID and the changed torque is transmitted to theconventional differential device through the second output gear of thesecond output shaft 14. At this time, a reverse rotation speed isoutput.

Since the first, second, third, and fourth synchronizing modules SL1,SL2, SL3, and SL4 are well known to a person of an ordinary skill in theart, detailed description thereof will be omitted. In addition, sleevesSLE1, SLE2, SLE3, and SLE4 applied respectively to the first, second,third, and fourth synchronizing modules SL1, SL2, SL3, and SL4, as wellknow to a person of an ordinary skill in the art, are operated byadditional actuators and the actuators are controlled by a transmissioncontrol unit.

FIG. 2 is an operational chart of the power transmitting apparatus for avehicle of FIG. 1.

Referring to FIG. 2, the first clutch CL1 is operated at theodd-numbered-speeds, and the second clutch CL2 is operated at thereverse speed REV and the even-numbered-speeds and when charging. Thesleeves SLE1, SLE2, SLE3, and SLE4 of the first, second, third, andfourth synchronizing modules SL1, SL2, SL3, and SL4 are operably coupledto the gears of D1, D2, D3, D4, D5, D6, D7, and RG of correspondingspeeds.

Neutral

At a neutral N state, the first output shaft 12 and the second speedgear D2 are operably connected by the sleeve SLE1 of the firstsynchronizer module SL1 or any synchronizer module is not operated.

The reason why the first output shaft 12 and the second speed gear D2are operably connected at the neutral N state is that the vehicle isstarted not at the first forward speed but at the second forward speed.

In addition, when a battery is charged at the neutral N state, the thirdclutch CL3 is operated so as to make the torque converting device be thedirect-coupling state. In this case, the torque of the engine istransmitted to the rotor 4 so as to charge the battery effectively.

Reverse Speed

When the vehicle is started at the reverse speed REV, the second clutchCL2 is operated so as to execute starting control in a state that thesecond output shaft 14 and the reverse speed gear RG are operablyconnected by the sleeve SLE3 of the third synchronizer module SL3. Afterthat, a shift to the reverse speed REV is completed by operation of thethird clutch CL3.

First Forward Speed

In a state that the first output shaft 12 and the second speed gear D2are operably connected by the sleeve SLE1 of the first synchronizermodule SL1, the vehicle is started by operation of the second clutch CL2when the vehicle is started in a D range.

After the first output shaft 12 and the first speed gear D1 are operablyconnected by the sleeve SLE2 of the second synchronizer module SL2during the vehicle is started, a shift to the first forward speed iscompleted by operation of the first clutch CL1.

Second Forward Speed

The first clutch CL1 that was operated at the first forward speed isreleased and the sleeve SLE2 of the second synchronizer module SL2 iscontrolled to move a neutral position at the second forward speed. Afterthat, if the third clutch CL3 is operated, a shift to the second forwardspeed is completed.

Third Forward Speed

The third clutch CL3 that was operated at the second forward speed isreleased and the first output shaft 12 and the third speed gear D3 areoperably connected by the sleeve SLE2 of the second synchronizer moduleSL2 at the third forward speed. After that, if the first clutch CL1 isoperated, a shift to the third forward speed is completed.

At this time, the first output shaft 12 and the second speed gear D2 areoperably connected by the sleeve SLE1 of the first synchronizer moduleSL1, but it does not have any effect on shifting.

Fourth Forward Speed

The first clutch CL1 that was operated at the third forward speed isreleased and the sleeve SLE1 of the first synchronizer module SL1 andthe sleeve SLE2 of the second synchronizer module SL2 are controlled tomove their neutral positions at the fourth forward speed. After that, ifthe second output shaft 14 and the fourth speed gear D4 are operablyconnected by the sleeve SLE3 of the third synchronizer module SL3 andthe third clutch CL3 is operated, a shift to the fourth forward speed iscompleted.

Fifth Forward Speed

The third clutch CL3 that was operated at the fourth forward speed isreleased and the second output shaft 14 and the fifth speed gear D5 areoperably connected by the sleeve SLE4 of the fourth synchronizer moduleSL4 at the fifth forward speed. After that, if the first clutch CL1 isoperated, a shift to the fifth forward speed is completed.

At this time, the second output shaft 14 and the fourth speed gear D4are operably connected by the sleeve SLE3 of the third synchronizermodule SL3, but it does not have any effect on shifting.

Sixth Forward Speed

The first clutch CL1 that was operated at the fifth forward speed isreleased, and the sleeve SLE3 of the third synchronizer module SL3 andthe sleeve SLE4 of the fourth synchronizer module SL4 are controlled tomove to their neutral positions at the sixth forward speed. After that,if the first output shaft 12 and the sixth speed gear D6 are operablyconnected by the sleeve SLE1 of the first synchronizer module SL1 andthe third clutch CL3 is operated, a shift to the sixth forward speed iscompleted.

Seventh Forward Speed

The third clutch CL3 that was operated at the sixth forward speed isreleased and the second output shaft 14 and the seventh speed gear D7are operably connected by the sleeve SLE4 of the fourth synchronizermodule SL4 at the seventh forward speed. After that, if the first clutchCL1 is operated, a shift to the seventh forward speed is completed.

At this time, the first output shaft 12 and the sixth speed gear D6 areoperably connected by the sleeve SLE1 of the first synchronizer moduleSL1, but it does not have any effect on shifting.

In addition, if the motor/generator 2 that is the electric supplementarydrive unit is driven in a state that the third clutch CL3 is notoperated, the torque converting device changes and outputs the torqueaccording to rotation speeds of the motor/generator 2 and the engineENG.

If the motor/generator 2 that is the electric supplementary drive unitis operated when the vehicles runs at the forward speeds and the reversespeed, regenerative braking is possible.

According to various embodiments of the present invention, starting andshifting are achieved by using the motor/generator that is the electricsupplementary drive unit and the planetary gear set that is the torqueconverting device. Therefore, smooth starting and shifting may beachieved.

Since clutch slip may be minimized and regenerative braking is possibleat deceleration, fuel economy may be improved.

In addition, as the motor/generator that is the electric supplementarydrive unit assists torque at acceleration, acceleration performance maybe improved.

FIG. 3 is a schematic diagram of a power transmitting apparatus for avehicle according to the second exemplary embodiment of the presentinvention.

Referring to FIG. 3, the third clutch CL3 for causing the planetary gearset PG that is the torque converting device to become thedirect-coupling state is disposed between the first rotation element N1and the third rotation element N3 in a power transmitting apparatus fora vehicle according to the second exemplary embodiment of the presentinvention.

Therefore, the second exemplary embodiment of the present invention,compared with the first exemplary embodiment, has a different positionof the third clutch CL3, but functions and other components of thesecond exemplary embodiment is the same as those of the first exemplaryembodiment. Therefore, detailed description thereof will be omitted.

FIG. 4 is a schematic diagram of a power transmitting apparatus for avehicle according to the third exemplary embodiment of the presentinvention.

Referring to FIG. 4, the third clutch CL3 for causing the planetary gearset PG that is the torque converting device to become thedirect-coupling state is disposed between the second rotation element N2and the third rotation element N3 in a power transmitting apparatus fora vehicle according to the third exemplary embodiment of the presentinvention.

Therefore, the third exemplary embodiment of the present invention,compared with the first exemplary embodiment, has a different positionof the third clutch CL3, but functions and other components of the thirdexemplary embodiment is the same as those of the first exemplaryembodiment. Therefore, detailed description thereof will be omitted.

FIG. 5 is a schematic diagram of a power transmitting apparatus for avehicle according to the fourth exemplary embodiment of the presentinvention.

Referring to FIG. 5, a power transmitting apparatus according to thefourth exemplary embodiment of the present invention includes anelectric supplementary drive unit 2, a torque converting device PG, aninput device 8 and 10, a variable connecting device CL1 and CL2, adirect coupling device CL3, a speed output device OUT1, OUT2 and REOUT.

Since the power transmitting apparatus according to the fourth exemplaryembodiment of the present invention is similar to that according to thefirst exemplary embodiment of the present invention, differences betweenthe first and fourth exemplary embodiments will be described.

The torque converting device includes a planetary gear set PG. In thefourth exemplary embodiment of the present invention, a single pinionplanetary gear set having three rotation elements is used as the torqueconverting device.

The three rotation element are a first rotation element N1 consisting ofa ring gear R, a second rotation element N2 consisting of a sun gear S,and a third rotation element N3 consisting of a planet carrier PC.

The variable connecting device includes a first clutch CL1 and a secondclutch CL2.

The first clutch CL1 is disposed between the first input shaft 8 and thethird rotation element N3 and selectively transmits the torque of thetorque converting device to the first input shaft 8.

The second clutch CL2 is disposed between the second input shaft 10 andthe second rotation element N2 and selectively transmits the torque ofthe torque converting device to the second input shaft 10.

The direct coupling device consists of a third clutch CL3 andselectively connects the first rotation element N1 connected to therotor 4 of the motor/generator 2 to the second rotation element N2connected to the output shaft OS of the engine ENG.

FIG. 6 is an operational chart of a power transmitting apparatus for avehicle according to the fourth exemplary embodiment of the presentinvention.

Referring to FIG. 6, the first clutch CL1 is operated at the reversespeed and the even-numbered speeds, and the second clutch CL2 isoperated at the odd-numbered-speeds.

Neutral

At a neutral N state, the first output shaft 12 and the second speedgear D2 are operably connected by the sleeve SLE1 of the firstsynchronizer module SL1 or any synchronizer module is not operated.

The reason why the first output shaft 12 and the second speed gear D2are operably connected at the neutral N state is that the vehicle isstarted not at the first forward speed but at the second forward speed.

In addition, when a battery is charged at the neutral N state, the thirdclutch CL3 is operated so as to make the torque converting device be thedirect-coupling state. In this case, the torque of the engine istransmitted to the rotor 4 so as to charge the battery effectively.

Reverse Speed

When the vehicle is started at the reverse speed REV, the first clutchCL1 is operated so as to execute starting control in a state that thesecond output shaft 14 and the reverse speed gear RG are operablyconnected by the sleeve SLE3 of the third synchronizer module SL3. Afterthat, a shift to the reverse speed REV is completed by operation of thethird clutch CL3.

First Forward Speed

In a state that the first output shaft 12 and the second speed gear D2are operably connected by the sleeve SLE1 of the first synchronizermodule SL1, the vehicle is started by operation of the first clutch CL1when the vehicle is started in a D range.

After the first output shaft 12 and the first speed gear D1 are operablyconnected by the sleeve SLE2 of the second synchronizer module SL2during the vehicle is started, a shift to the first forward speed iscompleted by operation of the second clutch CL2.

Second Forward Speed

The second clutch CL2 that was operated at the first forward speed isreleased and the sleeve SLE2 of the second synchronizer module SL2 iscontrolled to move a neutral position at the second forward speed. Afterthat, if the third clutch CL3 is operated, a shift to the second forwardspeed is completed.

Third Forward Speed

The third clutch CL3 that was operated at the second forward speed isreleased and the first output shaft 12 and the third speed gear D3 areoperably connected by the sleeve SLE2 of the second synchronizer moduleSL2 at the third forward speed. After that, if the second clutch CL2 isoperated, a shift to the third forward speed is completed.

At this time, the first output shaft 12 and the second speed gear D2 areoperably connected by the sleeve SLE1 of the first synchronizer moduleSL1, but it does not have any effect on shifting.

Fourth Forward Speed

The second clutch CL2 that was operated at the third forward speed isreleased and the sleeve SLE1 of the first synchronizer module SL1 andthe sleeve SLE2 of the second synchronizer module SL2 are controlled tomove their neutral positions at the fourth forward speed. After that, ifthe second output shaft 14 and the fourth speed gear D4 are operablyconnected by the sleeve SLE3 of the third synchronizer module SL3 andthe third clutch CL3 is operated, a shift to the fourth forward speed iscompleted.

Fifth Forward Speed

The third clutch CL3 that was operated at the fourth forward speed isreleased and the second output shaft 14 and the fifth speed gear D5 areoperably connected by the sleeve SLE4 of the fourth synchronizer moduleSL4 at the fifth forward speed. After that, if the second clutch CL2 isoperated, a shift to the fifth forward speed is completed.

At this time, the second output shaft 14 and the fourth speed gear D4are operably connected by the sleeve SLE3 of the third synchronizermodule SL3, but it does not have any effect on shifting.

Sixth Forward Speed

The second clutch CL2 that was operated at the fifth forward speed isreleased and the sleeve SLE3 of the third synchronizer module SL3 andthe sleeve SLE4 of the fourth synchronizer module SL4 are controlled tomove to their neutral positions at the sixth forward speed. After that,if the first output shaft 12 and the sixth speed gear D6 are operablyconnected by the sleeve SLE1 of the first synchronizer module SL1 andthe third clutch CL3 is operated, a shift to the sixth forward speed iscompleted.

Seventh Forward Speed

The third clutch CL3 that was operated at the sixth forward speed isreleased and the second output shaft 14 and the seventh speed gear D7are operably connected by the sleeve SLE4 of the fourth synchronizermodule SL4 at the seventh forward speed. After that, if the secondclutch CL2 is operated, a shift to the seventh forward speed iscompleted.

At this time, the first output shaft 12 and the sixth speed gear D6 areoperably connected by the sleeve SLE1 of the first synchronizer moduleSL1, but it does not have any effect on shifting.

FIG. 7 is a schematic diagram of a power transmitting apparatus for avehicle according to the fifth exemplary embodiment of the presentinvention.

Referring to FIG. 7, the third clutch CL3 is disposed between the firstrotation element N1 and the third rotation element N3 in the powertransmitting apparatus for a vehicle according to the fifth exemplaryembodiment of the present invention.

Since functions and components of the fifth exemplary embodiment are thesame as those of the fourth exemplary embodiment except the position ofthe third clutch CL3, detailed description thereof will be omitted.

FIG. 8 is a schematic diagram of a power transmitting apparatus for avehicle according to the sixth exemplary embodiment of the presentinvention.

Referring to FIG. 8, the third clutch CL3 is disposed between the secondrotation element N2 and the third rotation element N3 in the powertransmitting apparatus for a vehicle according to the sixth exemplaryembodiment of the present invention.

Since functions and components of the sixth exemplary embodiment are thesame as those of the fourth exemplary embodiment except the position ofthe third clutch CL3, detailed description thereof will be omitted.

FIG. 9 is a schematic diagram of a power transmitting apparatus for avehicle according to the seventh exemplary embodiment of the presentinvention.

Referring to FIG. 9, the planetary gear set PG is a double pinionplanetary gear set in the power transmitting apparatus for a vehicleaccording to the seventh exemplary embodiment of the present invention.

Therefore, the sun gear S is the first rotation element N1, the planetcarrier PC is the second rotation element N2, and the ring gear R is thethird rotation element N3.

In addition, the third clutch CL3 is disposed between the first rotationelement N1 and the second rotation element N2 according to the seventhexemplary embodiment of the present invention.

Since functions and components of the seventh exemplary embodiment arethe same as those of the fourth exemplary embodiment except a type ofthe planetary gear set PG and the position of the third clutch CL3,detailed description thereof will be omitted.

FIG. 10 is a schematic diagram of a power transmitting apparatus for avehicle according to the eighth exemplary embodiment of the presentinvention.

Referring to FIG. 10, the planetary gear set PG is a double pinionplanetary gear set in the power transmitting apparatus for a vehicleaccording to the eighth exemplary embodiment of the present invention.

Therefore, the sun gear S is the first rotation element N1, the planetcarrier PC is the second rotation element N2, and the ring gear R is thethird rotation element N3.

In addition, the third clutch CL3 is disposed between the first rotationelement N1 and the third rotation element N3 according to the eighthexemplary embodiment of the present invention.

Since functions and components of the eighth exemplary embodiment arethe same as those of the fourth exemplary embodiment except a type ofthe planetary gear set PG and the position of the third clutch CL3,detailed description thereof will be omitted.

FIG. 11 is a schematic diagram of a power transmitting apparatus for avehicle according to the ninth exemplary embodiment of the presentinvention.

Referring to FIG. 10, the planetary gear set PG is a double pinionplanetary gear set in the power transmitting apparatus for a vehicleaccording to the ninth exemplary embodiment of the present invention.

Therefore, the sun gear S is the first rotation element N1, the planetcarrier PC is the second rotation element N2, and the ring gear R is thethird rotation element N3.

In addition, the third clutch CL3 is disposed between the secondrotation element N2 and the third rotation element N3 according to theninth exemplary embodiment of the present invention.

Since functions and components of the ninth exemplary embodiment are thesame as those of the fourth exemplary embodiment except a type of theplanetary gear set PG and the position of the third clutch CL3, detaileddescription thereof will be omitted.

FIG. 12 is a schematic diagram of a power transmitting apparatus for avehicle according to the tenth exemplary embodiment of the presentinvention.

Referring to FIG. 12, the planetary gear set PG is a double pinionplanetary gear set in the power transmitting apparatus for a vehicleaccording to the tenth exemplary embodiment of the present invention.

Therefore, the planet carrier PC is the first rotation element N1, thesun gear S is the second rotation element N2, and the ring gear R is thethird rotation element N3.

In addition, the third clutch CL3 is disposed between the first rotationelement N1 and the second rotation element N2 according to the tenthexemplary embodiment of the present invention.

Since functions and components of the tenth exemplary embodiment are thesame as those of the fourth exemplary embodiment except a type of theplanetary gear set PG and the position of the third clutch CL3, detaileddescription thereof will be omitted.

FIG. 13 is a schematic diagram of a power transmitting apparatus for avehicle according to the eleventh exemplary embodiment of the presentinvention.

Referring to FIG. 13, the planetary gear set PG is a double pinionplanetary gear set in the power transmitting apparatus for a vehicleaccording to the eleventh exemplary embodiment of the present invention.

Therefore, the planet carrier PC is the first rotation element N1, thesun gear S is the second rotation element N2, and the ring gear R is thethird rotation element N3.

In addition, the third clutch CL3 is disposed between the first rotationelement N1 and the third rotation element N3 according to the eleventhexemplary embodiment of the present invention.

Since functions and components of the eleventh exemplary embodiment arethe same as those of the fourth exemplary embodiment except a type ofthe planetary gear set PG and the position of the third clutch CL3,detailed description thereof will be omitted.

FIG. 14 is a schematic diagram of a power transmitting apparatus for avehicle according to the twelfth exemplary embodiment of the presentinvention.

Referring to FIG. 14, the planetary gear set PG is a double pinionplanetary gear set in the power transmitting apparatus for a vehicleaccording to the twelfth exemplary embodiment of the present invention.

Therefore, the planet carrier PC is the first rotation element N1, thesun gear S is the second rotation element N2, and the ring gear R is thethird rotation element N3.

In addition, the third clutch CL3 is disposed between the secondrotation element N2 and the third rotation element N3 according to thetwelfth exemplary embodiment of the present invention.

Since functions and components of the twelfth exemplary embodiment arethe same as those of the fourth exemplary embodiment except a type ofthe planetary gear set PG and the position of the third clutch CL3,detailed description thereof will be omitted.

According to various embodiments of the present invention, starting andshifting are achieved by using the motor/generator that is the electricsupplementary drive unit and the planetary gear set that is the torqueconverting device. Therefore, smooth starting and shifting may beachieved.

Since clutch slip may be minimized and regenerative braking is possibleat deceleration, fuel economy may be improved.

In addition, as the motor/generator that is the electric supplementarydrive unit assists torque at acceleration, acceleration performance maybe improved.

For convenience in explanation and accurate definition in the appendedclaims, the terms upper or lower, front or rear, inside or outside, andetc. are used to describe features of the exemplary embodiments withreference to the positions of such features as displayed in the figures.

The foregoing descriptions of specific exemplary embodiments of thepresent invention have been presented for purposes of illustration anddescription. They are not intended to be exhaustive or to limit theinvention to the precise forms disclosed, and obviously manymodifications and variations are possible in light of the aboveteachings. The exemplary embodiments were chosen and described in orderto explain certain principles of the invention and their practicalapplication, to thereby enable others skilled in the art to make andutilize various exemplary embodiments of the present invention, as wellas various alternatives and modifications thereof. It is intended thatthe scope of the invention be defined by the Claims appended hereto andtheir equivalents.

What is claimed is:
 1. A power transmitting apparatus for a vehicle,comprising: an electric supplementary drive unit operated as a motor ora generator; a torque converting device including a planetary gear sethaving first, second, and third rotation elements, wherein the firstrotation element is connected to the electric supplementary drive unit,the second rotation element is connected to an engine, and the thirdrotation element is operated as an output element; an input deviceincluding a first input shaft selectively connected to the thirdrotation element through a first clutch and provided with at least oneinput gear fixedly disposed thereon, and a second input shaft coaxiallydisposed with the first input shaft without rotational interference withthe first input shaft, selectively connected to the second rotationelement through a second clutch, and provided with at least one inputgear fixedly disposed thereon; a direct coupling device selectivelyconnecting two rotation elements among the first, second, and thirdrotation elements of the torque converting device so as to cause thetorque converting device to become a direct-coupling state; and a speedoutput device converting torque of the input device and outputting theconverted torque.
 2. The power transmitting apparatus of claim 1,wherein the speed output device comprises first and second output shaftsdisposed in parallel with the first and second input shafts, and aplurality of speed gears engaged with the input gears on the first andsecond input shafts and operably connected to the first output shaft orthe second output shaft selectively through synchronizing modulesdisposed on the first and second output shafts.
 3. The powertransmitting apparatus of claim 2, wherein the first input shaft is ahollow shaft and the second input shaft penetrates the first input shaftcoaxially.
 4. The power transmitting apparatus of claim 2, wherein theelectric supplementary drive unit comprises: a rotor connected to thefirst rotation element of the torque converting device; and a statorenclosing the rotor and fixed to a transmission housing.
 5. The powertransmitting apparatus of claim 2, wherein the torque converting deviceis a single pinion planetary gear set, the first rotation element is asun gear, the second rotation element is a ring gear, and the thirdrotation element is a planet carrier.
 6. The power transmittingapparatus of claim 5, wherein the first clutch is disposed between theplanet carrier and the first input shaft, and the second clutch isdisposed between the ring gear and the second input shaft.
 7. The powertransmitting apparatus of claim 6, wherein the direct coupling device isa third clutch disposed between the first rotation element and thesecond rotation element.
 8. The power transmitting apparatus of claim 6,wherein the direct coupling device is a third clutch disposed betweenthe first rotation element and the third rotation element.
 9. The powertransmitting apparatus of claim 6, wherein the direct coupling device isa third clutch disposed between the second rotation element and thethird rotation element.
 10. The power transmitting apparatus of claim 2,wherein the torque converting device is a single pinion planetary gearset, the first rotation element is a ring gear, the second rotationelement is a sun gear, and the third rotation element is a planetcarrier.
 11. The power transmitting apparatus of claim 10, wherein thefirst clutch is disposed between the planet carrier and the first inputshaft, and the second clutch is disposed between the sun gear and thesecond input shaft.
 12. The power transmitting apparatus of claim 11,wherein the direct coupling device is a third clutch disposed betweenthe first rotation element and the second rotation element.
 13. Thepower transmitting apparatus of claim 11, wherein the direct couplingdevice is a third clutch disposed between the first rotation element andthe third rotation element.
 14. The power transmitting apparatus ofclaim 11, wherein the direct coupling device is a third clutch disposedbetween the second rotation element and the third rotation element. 15.The power transmitting apparatus of claim 2, wherein the torqueconverting device is a double pinion planetary gear set, the firstrotation element is a sun gear, the second rotation element is a planetcarrier, and the third rotation element is a ring carrier.
 16. The powertransmitting apparatus of claim 15, wherein the first clutch is disposedbetween the ring gear and the first input shaft, and the second clutchis disposed between the planet carrier and the second input shaft. 17.The power transmitting apparatus of claim 16, wherein the directcoupling device is a third clutch disposed between the first rotationelement and the second rotation element.
 18. The power transmittingapparatus of claim 16, wherein the direct coupling device is a thirdclutch disposed between the first rotation element and the thirdrotation element.
 19. The power transmitting apparatus of claim 16,wherein the direct coupling device is a third clutch disposed betweenthe second rotation element and the third rotation element.
 20. Thepower transmitting apparatus of claim 2, wherein the torque convertingdevice is a double pinion planetary gear set, the first rotation elementis a planet carrier, the second rotation element is a sun gear, and thethird rotation element is a ring gear.
 21. The power transmittingapparatus of claim 20, wherein the first clutch is disposed between thering gear and the first input shaft, and the second clutch is disposedbetween the sun gear and the second input shaft.
 22. The powertransmitting apparatus of claim 21, wherein the direct coupling deviceis a third clutch disposed between the first rotation element and thesecond rotation element.
 23. The power transmitting apparatus of claim21, wherein the direct coupling device is a third clutch disposedbetween the first rotation element and the third rotation element. 24.The power transmitting apparatus of claim 21, wherein the directcoupling device is a third clutch disposed between the second rotationelement and the third rotation element.
 25. The power transmittingapparatus of claim 2, wherein the at least one input gear fixedlydisposed on the first input shaft comprises a first input gear operatedat a second forward speed or a reverse speed and a second input gearoperated at a fourth forward speed or a sixth forward speed, wherein thefirst and second input gears are disposed in a named sequence from afront side to a rear side of the first input shaft, and wherein the atleast one input gear fixedly disposed on the second input shaft includesa third input gear operated at a fifth forward speed, a fourth inputgear operated at a first forward speed, a fifth input gear operated at aseventh forward speed, and a sixth input gear operated at a thirdforward speed, wherein the third, fourth, fifth, and sixth input gearsare disposed in a named sequence from a front side to a rear side of thesecond input shaft.
 26. The power transmitting apparatus of claim 25,wherein the speed output device comprises: a first speed output unitincluding a first output shaft disposed in parallel with the first andsecond input shafts, and first and second synchronizing modules disposedon the first output shaft, the first speed output unit selectivelyconnecting four speed gears to the first output shaft by selectiveoperation of the first and second synchronizing modules and outputtingthe torque as four speeds; a second speed output unit including a secondoutput shaft disposed in parallel with the first and second inputshafts, and third and fourth synchronizing modules disposed on thesecond output shaft, the second speed output unit selectively connectinganother four speed gears to the second output shaft by selectiveoperation of the third and fourth synchronizing modules and outputtingthe torque as another four speeds; and a reverse speed output unitincluding a reverse speed shaft and an idle gear disposed on the reversespeed shaft and engaged with any one input gear among the input gears onthe second input shaft and any one speed gear among the speed gears onthe second output shaft.
 27. The power transmitting apparatus of claim26, wherein the first synchronizer module selectively connects thesecond speed gear engaged with the first input gear or the sixth speedgear engaged with the second input gear to the first output shaft, thesecond synchronizer module selectively connects the first speed gearengaged with the fourth input gear or the third speed gear engaged withthe sixth input gear to the first output shaft, the third synchronizermodule selectively connects a reverse speed gear engaged with the firstinput gear or the fourth speed gear engaged with the second input gearto the second output shaft, and the fourth synchronizer moduleselectively connects the fifth speed gear engaged with the third inputgear or the seventh speed gear engaged with the fifth input gear to thesecond output shaft.
 28. The power transmitting apparatus of claim 27,wherein the idle gear includes a large diameter gear engaged with thefirst input gear and a small diameter gear engaged with the reversespeed gear.